[6:57] We're going to have to stand here and listen to all the good things and the amount of work. It's only 25 pages, folks, so just bear with. VVBeginner career here's a student with the former region of Ottawa, Carlton, working as an assistant construction inspector. From there, she went on to hold the leadership roles in planning and transportation, including serving as director of transportation planning as interim general manager of the city's planning department. Over four decades, VVS helped shape the approach

[7:27] and the policies that have guided Ottawa's growth and development.

[7:31] She led the first study to introduce public rail transit to Ottawa

[7:35] and help complete Ottawa's first transportation master plan.

[7:39] She developed the plans for the corks down footbridge.

[7:42] The first bridge across the Rideau Canal in 60 years.

[7:47] That's quite the accomplishments.

[7:49] She also helped bring Ontario's first segregated facility to downtown,

[7:53] down, setting Laurier Avenue, which is the city's first complete street to Churchill Avenue

[8:01] while contributing to the major city initiatives, from successful transportation master plans

[8:07] to lands down 2.0, to development charges, bylaws, and the new zoning bylaw.

[8:13] DV has been in every sense of the word a city builder, but a career like VVs is much more

[8:20] about than the projects that could be listed on a resume.

[8:23] It's also the relationships that she's built and I personally witness these.

[8:28] VVV is always available and always speaking with staff and members she truly believes in

[8:33] this city.

[8:36] She's also been constantly helpful in response to members of council and we truly appreciate

[8:41] that.

[8:43] As chair of this committee, I've had the tremendous privilege of watching VVV's dedication,

[8:48] creativity and leadership first hand.

[8:52] To spend four decades helping shape this fantastic city and leave such a last winter mark.

[8:58] This is something we are proud of.

[9:01] View me on behalf of the committee.

[9:03] Thank you for your leadership and countless contributions to the city of Ottawa.

[9:07] Your impact has been felt here for many years to come.

[9:10] join by your husband, Wally.

[9:13] Where's Wally?

[9:15] He's not here.

[9:17] Take that out.

[9:20] I'm here. I'll hang with you.

[9:24] I'm going to trash the notes here because I just want to say thank you.

[9:29] I know I'm a little handful at times as chair as well.

[9:33] And over the last couple of terms that I've had this opportunity along with

[9:37] Vice Chair Kits, you've been instrumental in a lot of the things that we do here in the city.

[9:42] It means a lot to me.

[9:44] I know members of the community feel very much the same.

[9:47] So let's give a big warm round of applause to Vivi.

[10:02] I'm going to ask for a city manager and our GM

[10:04] of planning to please come up for a photo.

[10:07] And then we'll proceed.

[10:09] I'm sure you'll want to say a couple of words.

[10:11] After 40 years, you have to say a couple of things big.

[10:14] A couple of things.

[10:16] So first, we'll start with a photo.

[11:03] Yes, yes, perfect. So thank you very much Chair, Vice Chair, committee members, Wendy

[11:11] and Marcia for this wonderful, unexpected celebration here.

[11:19] It's been a very wonderful, wonderful 40 years.

[11:23] I'm so blessed to be working with terrific colleagues, great leaders all around.

[11:31] And I couldn't do any of this work right here without the support of my teams and colleagues.

[11:38] It's all about connections.

[11:40] It's all about relationships as we get our work completed here and build trust amongst

[11:46] our residents that we serve.

[11:50] So I don't want to say too much because after 40 years I've run out of words, but I do

[11:58] want to say that I've already started my second career, which is being a grandparent.

[12:06] Yes.

[12:07] It's the best.

[12:08] Thank you.

[12:13] And I know that obviously our city manager would probably like to say just a couple of

[12:17] quick words and then we'll grab a quick group photo with the entire committee if that's

[12:21] okay.

[12:22] Thank you very much, Chair.

[12:24] And Vivi, I want to say thank you on behalf of the senior leadership team and all of the

[12:28] staff and employees here at the city.

[12:31] You are truly a remarkable example of somebody who has built an amazing career.

[12:36] Think about 40 years.

[12:37] You started as a summer student.

[12:39] And so often I go to the advanced leadership graduation at Reckon Culture to talk about what they learn here and the opportunities at the city.

[12:50] And you have shown everybody what you can do and you have made an amazing impact. So thank you for everything over the last 40 years.

[12:58] We're going to miss you immensely, but we wish you the best in your grand parenting.

[13:15] All

[14:41] right, so

[14:45] let's get right on with the meeting. So first, I'd like to acknowledge we're built on the unceded Anishinaabe Algonquin territory.

[14:52] The people of the Anishinaabe Algonquin nation have lived on this territory for a millennia.

[14:58] your culture and presidents of the

[15:00] Chair, on this land. First of all, do we have any regrets today? Seeing none, I'm going to ask the committee coordinator, do you roll call, please?

[15:12] Councillor Bradley. Here? Councillor De Roche. Here. Councillor Devine. Here. Councillor Dudes. Here. Councillor Gower. Here. Here. Councillor Johnson.

[15:30] here. Councilor Lough. Councilor Lough Lough.

[15:36] Bon matin, Monsieur le Président. Councilor Scalsky.

[15:40] Present. Councilor Troster. Here. Vice-chair kits.

[15:46] Here. Chair Attorney. Present. You have quorum chair.

[15:49] Thank you very much, Madame Coordinator. First of all, we have no declarations of interest.

[15:55] Just confirmation of the minutes, 27 June 25, 2026.

[15:59] Are these carried?

[16:02] Oh, there was one minor amendment?

[16:04] Yes.

[16:05] It's a small correction.

[16:06] I was not present at the last meeting.

[16:08] It was my son's graduation.

[16:09] So just to switch me to regrets.

[16:11] That amendment's noted.

[16:12] Thank you very much.

[16:13] Good to know.

[16:14] That's a congratulations.

[16:16] So I'll move on to the next part.

[16:18] In response to inquiries, we have one.

[16:22] I think Councillor Brockington, if it's okay

[16:24] with the committee. I just have a couple comments on the road markings. Maybe we'll just

[16:28] deal with that right now. Is that okay with the committee? Please proceed.

[16:33] Thank you, Chair, and to committee colleagues. This is an issue that is pertinent to my

[16:38] ward, and I understand other words as well, and that's why I move the inquiry, Chair, and

[16:43] thank you for the opportunity. So in my ward, road, paint markings, stop sign bars,

[16:52] multi-use pathway lines, train track, X's on approach, traffic calming, messaging are all

[17:06] faded or non-existent. Not all, but there's significant enough that it prompted me to move

[17:13] this inquiry. And certainly the recent change share with the type of paint that we can use has

[17:19] made things worse, and I acknowledge this. What I'm looking for staff, and I appreciate

[17:24] the response in the back and forth I've had with staff, there's two things I want to ask

[17:28] today. One is, how do we improve our service standards? How do we improve on our ability

[17:35] to get the paint painted sooner? And what does staff need going into the 2027 budget to

[17:47] us this them to get more paint painted sooner rather than later.

[17:51] Thank you, Chair.

[17:54] Great.

[17:55] And I know, Alan, I've been thickest thieves on this one, and auto has been a leader on

[18:01] this front because I've been kind of nothe on this one for obvious reasons.

[18:06] California Standard on VOCs doesn't work in this environment.

[18:11] I'll just add real briefly in my role as President of FCM, and you've had these

[18:18] discussions with you as well. The environment minister is very interested in possibly the

[18:25] concerns expressed by members across the entire country. When you have role roads where

[18:29] the lines fade, when you have intersections and stop bars as you mentioned that are fading,

[18:35] the technology that was brought in or the paint standard wasn't designed for this environment.

[18:43] So I've certainly got the ear of the current government, maybe not the previous government,

[18:47] But this one certainly is taking stock in all the concerns because there's legal ramifications as well about hey where's that stop bar people aren't stopping so it's really hurting municipalities but that's just my preamble and I'll turn the floor over to a to a RGM.

[19:05] Yes, Chair and Councillor, I certainly appreciate the engagement and it's something that you have flagged on several locations and I would say that you're probably not the only Councillor or also that's flag disconcerting.

[19:15] And so I think we're always working on three funds.

[19:18] One is at the chair indicated as the quality of the material and we're always looking at

[19:25] different products.

[19:25] We currently use two different products when it comes to line painting now.

[19:30] There's also the reliability of the equipment.

[19:33] Again, these are specialized equipment that we're using.

[19:37] So basically the availability is always critical.

[19:41] And the last one, which is the one that's somewhat out of our control is mother nature.

[19:47] There's only certain conditions where we can be painting lines and when we get wet,

[19:54] especially summers like we've had this summer and we've had two past summers,

[19:58] it certainly has an impact on our ability to get the work done.

[20:02] Now that being said, it is something that we are working through right now to see what are the resource adjustments

[20:09] that need to be considered as part of the upcoming budget process, so I suspect that there's

[20:14] going to be more discussions to come on that front. But what I can say is that we hear your concerns.

[20:21] Mr. Chair, I thank staff for that and I have no further questions now other than

[20:26] part of my prep for the 2027 budget will be to reach out to the general manager and ask that

[20:32] That main question is, what do you need reflected in the next year's budget to make improvements

[20:40] in the line painting?

[20:42] So, we'll continue that conversation.

[20:44] I appreciate the work your staff are doing.

[20:45] Thanks, Chair.

[20:47] Really appreciate that very much, Councillor Brockington, it's all on our minds and you're hearing

[20:53] it firsthand from your municipalities you represent and I'm hearing it from mine as well.

[20:58] So, thank you for that and something we'll have to keep in mind.

[21:01] And we have other response to inquires, is anyone lifting any other inquiry responses?

[21:10] Seeing none.

[21:12] I'm going to go on, we have one item really on the agenda, but I'm just going to go through

[21:16] the rest of this rather than hold people up for a couple others.

[21:21] We have the status of the Public Works Infrastructure Committee and inquires and motions for the period

[21:25] ending August 18th, 20th, 26th.

[21:28] I want this put on to the agenda as this item received received and I'm actually going

[21:35] to jump ahead we also have the so

[21:47] we're going to we're at the end we're going to quickly

[21:49] discuss the feasibility of transportation infrastructure condition development approvals

[21:54] but I did want to go down there was a motion as other business and with the permission

[22:01] of committee. I'm just going to move this one to the table. It's something that's

[22:05] of concern to Councilor Dudas. Is there any concern if we add this to the agenda and

[22:10] just deal with it now? It's great. Thank you. Councilor Dudas, do you want to proceed?

[22:15] Thank you very much. Fair. I will read this in. Where is local residents

[22:20] have raised ongoing concerns regarding vehicles making a left turn from Eastbound,

[22:24] St. Joseph Boulevard onto Northbound or Lines Boulevard? And whereas staff have reviewed the location

[22:30] for permissive protective signal phasing, and it did not meet the required

[22:33] word for insulation in the e-spawn direction, whereas staff had since confirmed

[22:38] that network screening determined that e-spawned and westbound left turn collisions

[22:42] at this intersection are overrepresented, and therefore would benefit from the implementation

[22:47] of a fully protected left turn signal phasing, whereas fully protected left turn signal phasing

[22:53] eliminate conflicts with opposing traffic movements, significantly reducing the frequency

[22:58] of left turn collisions, and whereas a preliminary operational review by traffic services staff

[23:04] have already determined that implemented fully protected left turn facing at this location

[23:09] requires physical changes to intersection, and whereas functional planning, design, and construction

[23:14] of physical changes required for implementation of fully protected left turn is funded by the road safety

[23:20] action plan, when locations have been identified through the established network screening process.

[23:25] And where is there is a number of locations identified through network screening for fully

[23:29] protective less that are awaiting funding and where is the road safety action plan budget

[23:34] has been impacted by the loss of revenue associated with the cancellation of the AAC program

[23:39] and where is resolving the eastbound left turn concerns associated with Boulevard and

[23:44] New Orleans Boulevard remains one of the most frequently requested traffic improvements

[23:48] in Ward 2.

[23:49] Therefore, it may be resolved that traffic services be directed to undertake the necessary functional

[23:54] planning work to determine the specific physical changes required to implement eastbound and westbound

[23:59] fully protected left turn signal phasing at the intersection of St. Joseph Boulevard and Orleans

[24:04] Boulevard as expected as possible and therefore be further resolved that staff be directed to

[24:10] provide regular updates to the work to counter on this work.

[24:16] Great. Anyone have any issues with that?

[24:19] I don't see any here, Laura. I think you're in the safe zone. So is that item carried? Great. Thank you.

[24:24] So we'll go back to the one substantive item, and then we'll go back to the one for advice

[24:29] chair kits as well. So we do have a presentation on Gladstone Avenue and Gilmore street cycling

[24:34] improvement, so I'll get staff to come forward with that, please.

[24:57] Thank you, Chair.

[25:00] So I'm Calacla from the Active Transportation Planning Group, and I'm joined by Deb

[25:04] Lightman, the Acting Director of Transportation Planning, and we're going to talk about the Gladstone

[25:09] and Gilmore cycling project today. Next slide.

[25:17] So both the Gladstone Avenue and Gilmore

[25:21] Street cycling projects are identified in the Transportation Master Plan. And part of the

[25:27] reason they're included in that plan is because there's a history of major collisions involving

[25:32] cyclists and pedestrians along that corridor. So there was a one in 2023 that led to a motion for

[25:38] us to advance this project which is why we're here today. Next slide.

[25:46] So even though this corridor

[25:47] it does not have cycling facilities on it. There are already many people that use it for cycling

[25:52] just because it provides a key connection in the network between communities. As I mentioned,

[25:58] there is a history of collisions on this corridor with about 40 with pedestrians and almost 60 with

[26:04] cyclists in that 10 years between 2013 and 2022. It's also important to note that in this part of

[26:12] the city almost half of people or households do not have access to a car so they need to have

[26:17] other options for getting around. And the transportation master plan, the projects that were

[26:23] included there, did have strong support from the community for both these corridors.

[26:31] Next slide,

[26:31] please.

[26:35] So some of the key features of the recommended design include adding protected or buffered

[26:41] bike lanes along Gladstone Avenue between Preston Street and Arthur Street. So that's the thicker

[26:46] yellow line on the map. That includes some significant intersection improvements at both Rochester

[26:54] and Booth streets, what we call protected intersections that are good for cyclists.

[27:01] We are also adding a westbound bike lane on Gladstone, west of Preston, to the Corso

[27:06] Italia station.

[27:09] And on Gilmore Street we're adding a westbound

[27:11] contraflow bike lane. Right now it's a one-way eastbound street, but we're allowing bikes to

[27:16] right in the opposite direction and that will have a new signal at Bronson to allow those

[27:21] cyclists to continue on to get to the Gladstone corridor via local streets on Christie and

[27:28] Arthur streets.

[27:30] Next slide, please.

[27:35] So after developing that design, we did go out to the public to get their point of view.

[27:39] So we held an open house and did an online engagement with a survey back in September of 2025.

[27:44] We also reached out more recently in July to several businesses along the corridor, both on Gladstone and near the Gilmore corridor to get their views.

[27:54] We got very good feedback on the survey with over 500 responses and very positive response of people positive towards the cycling improvements we were making.

[28:08] We did receive some other feedback related to the corridor, particularly about us continuing

[28:15] the cycling project further east or the desire to have us continue that cycling project

[28:20] further east on Gladstone.

[28:22] There is also some concern about removing parking in the area of businesses and also some concern

[28:28] about whether the corridor would be winter maintained.

[28:31] Next slide please.

[28:32] So

[28:38] the project does have positive implications for both pedestrians and cyclists along the corridor, improving safety, making some accessibility improvements at some of the intersections and bus stops, and also just making that overall connectivity improvement for cyclists.

[28:53] At the same time, we're improving transit by consolidating a few bus stops, but also improving for different bus stops along the corridor, the modern standards, accessibility treatments and how they interact with cyclists.

[29:06] which will in turn improve reliability of transit along this corridor.

[29:12] One of the other things that the motion requested was to look at the truck route through Gladstone.

[29:17] Right now, there's a Gladstone is a truck route between Preston and Bronson.

[29:21] So our recommendation is to retain the section between Preston and Rochester

[29:25] because that provides a key link from Preston Street to Rochester and then on to Highway 417.

[29:31] That's a more important link in the network, but we're intending to remove this section of the truck route east of Rochester to Bronson because there are other routes to get to highway 417 for that section.

[29:47] From a traffic point of view, there is not a significant impact on traffic. We're not removing any travel lanes as part of this project.

[29:53] The main impact comes from the installation of fully protected.

[30:01] So that will result in some longer queues, which could have a minor impact on traffic at that location. Next slide, please.

[30:13] I mentioned that parking was a concern that was addressed through the public engagement. So the project in the end will remove approximately 11 of the 28 spaces that are currently on Gladstone through that corridor. This is a change from the original proposal where we're intending to remove all the spaces. So after having that engagement, we've been able to go back and

[30:34] and find other spaces that we were able to keep along the corridor.

[30:41] There is also a city parking lot that's within a few hundred meters of the corridor that provides another option.

[30:47] And we also looked at general parking within the area on many of the side streets and found that there is some availability there during all periods of the day.

[30:56] Despite that, we also looked at adding more parking on some of those side streets.

[31:00] So we've found approximately 30 spaces within a few blocks or within one block of Gladstone that we'll be able to use for parking to increase that supply.

[31:12] On Gilmore, we're able to find other alternate spaces there as well because adding that counterflow lane means we have to move parking from the north side of the street to the south side of the street, which means that a few spaces might be lost in some areas but added in other areas due to the presence of dryways and fire heights.

[31:30] and that kind of thing.

[31:32] But overall, there's no loss of parking on Gilmore.

[31:35] And seeing with loading spaces,

[31:37] we're keeping all the loading spaces along the corridor,

[31:39] some of them are near pharmacies

[31:40] and specific businesses, that kind of thing.

[31:43] Next slide, please.

[31:47] So the high level cost that we've identified

[31:52] for this project is around 5.9 million.

[31:55] And that will be requested through future budget cycles

[31:57] when this project moves forward.

[31:59] We recommend that it be prioritized for implementation

[32:02] and to move to the next stage of design based on that previous council direction and the motion as well as that collision history.

[32:10] And also note that there are two other integrated renewal projects that intersect with this corridor on both booth and Rochester street that are ongoing.

[32:17] So we will try to coordinate with those projects as well to improve cost effectiveness and save the city money.

[32:25] Next slide, please.

[32:26] So,

[32:29] we recommend that the committee and council direct staff to finalize that design that

[32:35] is shown in the report and also to remove that section of the truck route along glass

[32:42] to an avenue between Rochester and Bronson.

[32:45] Thank you.

[32:47] Great.

[32:48] Thank you for your presentation today.

[32:49] We do have five delegations.

[32:52] Guillaume and Gillard,

[32:56] are you present or online?

[33:08] I'm online.

[33:09] And can you hear me?

[33:10] Great, you're familiar, your presentation's on the screen.

[33:13] You have five minutes to floor as you are.

[33:16] Cha conseiller, je vous remercie de me permettre

[33:19] de m'exprimer aujourd'hui au sujet de la piste de cyclope

[33:21] et de l'Aston Guillemot.

[33:23] I've heard some of you speak French before,

[33:24] but I'm going to switch to English.

[33:26] So please excuse any mistakes I might make.

[33:29] I am here today wearing two hats.

[33:32] My back at our board member hat

[33:33] and my Gladstone resident hat.

[33:35] And I will use both to support this project

[33:37] and to make three specific recommendations.

[33:40] I'll start by stating the obvious.

[33:43] There is a strong need for a safe east-west connection in the area

[33:46] and is by-quake with at least part of the address this

[33:49] thanks to the work of the active transportation planning team.

[33:52] The 2022 urgent destination survey

[33:54] shows that almost half of the households living in the downtown court

[33:58] transect don't own a car,

[34:00] which translates into two thirds of the residents.

[34:03] Next slide, please.

[34:05] As the map shows, this transaction includes all the neighborhoods served by that bikeway,

[34:11] and the city has a duty to provide those people with safe and convenient options to get around.

[34:16] Next slide please.

[34:20] Moreover, the official plan on the TMP make it very clear that one of the city's most important goals

[34:25] is to reduce the model share of private cars.

[34:28] This bikeway perfectly aligns with those goals.

[34:32] Therefore, Baikotava is happy to see this project move forward, even with its limitations

[34:37] and compromises.

[34:39] And given the current provincial political context, if this is the best we can get at

[34:43] the moment, it needs to be built now.

[34:46] Onto our recommendations.

[34:49] The first one concerns the Bronson crossing.

[34:52] Bronson is not only unwelcoming to anything except Charles, and crossing it is one of the biggest

[34:57] barriers of an east-west route.

[35:00] Next slide, please.

[35:03] I didn't have to look very fine the past one example, as the pedestrian

[35:06] was injured there not two weeks ago. Next slide, please.

[35:13] In order to make it less daunting,

[35:15] the lights at Christian Gilmore must be timed so that one, that section of Bronson's

[35:20] clear of mortal vehicles during the red light, and two, it gives enough time to the slowest

[35:25] riders, by which I mean kids, to get across safely. I was going to say that safety must be

[35:32] the primary consideration here, but I hope that this is always the case.

[35:37] Can you please go through the next three slides, one by one?

[35:45] Next one.

[35:47] Thank you.

[35:48] OK, so this was a fairly crude underring, but I hope it clarifies what I meant.

[35:53] Our second recommendation is that the city commits to a timeline for a full rebuild of Gladstone,

[35:58] which will include qualitative backlanes.

[36:01] The proposed bikeway, despite its qualities, can only be a separate fix.

[36:05] the places people want on need to go are on Gladstone.

[36:09] Next slide please.

[36:13] Whether I want to send a package for my mum's birthday,

[36:15] get my saucy son fix, orphaned baguette to pair with this saucy son,

[36:19] it's so happening on Gladstone.

[36:21] This means that bike lanes on Gladstone are still very much needed

[36:24] and local residents have clearly expressed as much.

[36:28] Next slide please.

[36:32] The rally they organized last October to ask for proper infrastructure,

[36:35] directly on Gladstone is a testimony of that.

[36:39] Next slide, please.

[36:42] Even the mayor agrees.

[36:45] Our last recommendation addresses what I would call the most glaring missed

[36:48] opportunity of the project, the lack of secure infrastructure connecting this

[36:52] bikeway to the Trillium Paths and to Parkdale.

[36:56] The Gladstone Trillium intersection is already an important transportation hub

[36:59] with the train station and the Trillium Paths.

[37:02] and thousands of residents are planned to move in the immediate vicinity, thanks to the new homes being built and planned.

[37:09] The Gladstone Preston Intersection was also part of the review of high-volume intersection study from 2020.

[37:16] And this study found that all the persons cycling that were involved in collision were making a full movement on Gladstone

[37:22] and three-quarter of them were hit by a driver making a turn.

[37:26] However, there is a paint plant between Preston and the Triumph Pass and paint is not in

[37:31] infrastructure and fades very quickly as noted by console breaking down earlier.

[37:38] This is especially dangerous going down hill towards Preston as drivers routinely go 10

[37:42] kilometers per hour above the posted speed limit.

[37:45] Next slide please.

[37:48] I took the speakers yesterday to showcase the permanent speeding on that street and that

[37:53] was in a span of five minutes.

[37:58] So the plain, the plant-painted markings

[38:01] are designed to encourage bike riders to take the lane.

[38:04] But I'm a confidant rider, and I usually ride at the speed limit

[38:07] there, and I take the lane as I don't trust drivers

[38:10] to give me a white berth.

[38:11] And these past months, finally, I've been threatened twice

[38:15] by drivers who felt the posted speed limit

[38:16] didn't apply to them.

[38:19] This is why we urge you to direct city staff

[38:21] to walk on a proper redesign of Gladstone West of Preston

[38:24] and up to Parkdale.

[38:26] Right now, the only two express options

[38:29] in this neighborhood are Gladstone and Summerset

[38:31] and none of them are set structurally.

[38:34] Next slide, please.

[38:36] To summarize, we support this project

[38:39] and we ask you to ensure safe signal timing

[38:41] at Bronson to commit to a timeline

[38:43] for enabling Gladstone and to direct staff

[38:46] to properly connect this bikeway

[38:47] to the Trident Path and to Parkdale.

[38:50] I want to thank you for your attention, and I'm in your position if you have any questions.

[38:54] If you have any questions, I'm at your disposal.

[38:57] Thank you.

[38:59] A question for Concier Truster.

[39:02] Thank you.

[39:03] I just wanted to say thank you and by Godaway for your advocacy.

[39:06] I will have some questions about the signal timing.

[39:09] But I've received some guarantees from staff on that, but I'll get it on the record.

[39:13] I understand that little jog onto Bronson as a concern.

[39:16] but we can all ask some more detailed questions about how they're going to handle that with signal timing.

[39:21] I really appreciate it.

[39:23] So just to be really clear, by God it was positioned as you are advocating for this project to be advanced.

[39:28] Yes.

[39:29] Okay.

[39:30] We see for this project.

[39:31] Yes, absolutely.

[39:32] Okay. Thank you so much.

[39:33] I appreciate your advocacy.

[39:35] Thank you.

[39:36] Grandasia to the question.

[39:38] Thank you very much for coming out today.

[39:40] Next delegation is Emily Burrett.

[39:59] Good morning.

[40:00] My name is Emily Burrett.

[40:02] and I live just a couple of blocks from Gladstone Avenue.

[40:05] My household, which consists of myself, my husband, and our toddler, primarily get around

[40:10] by bike.

[40:11] But we also walk, take transit, and drive.

[40:14] In the past year, we've started biking with our toddler, who's 16 months old.

[40:18] The Gladstone Gilmore bikeway will be hugely beneficial for our household, and for many other

[40:22] people in Santertown, and I'm here to speak in favor of the project.

[40:26] The main point I wish to stress to the committee is that there is currently no continuous, safe,

[40:31] in direct east-west route for cyclists in this part of Center Town. The cycling facilities

[40:36] propose why this project represent an essential cycling network link, especially between the Trillion

[40:41] Pathway and Booth, as there is no viable side street detour to get around this section of Gladstone.

[40:48] My family is forced to choose between several not-so-great options almost daily. Do we take the safer,

[40:54] but considerably longer way home? Or do we risk biking on Gladstone? We especially feel the

[41:00] weight of this decision when we were biking with our toddler.

[41:03] To give you a concrete example, currently we are taking our daughter to swimming lessons

[41:07] at plant bath.

[41:09] The direct route from our home involves taking Gladstone, down the Trillian Pathway, and

[41:14] is about 2.3 kilometers door to door.

[41:17] However, when time permits, we are increasingly choosing to take what we call the scenic route,

[41:22] which takes us about twice as long.

[41:24] This involves either a major detour to the south via Dow's Lake, Fifth Avenue and Percy,

[41:29] or to the north via the pathways north of Scott to Laurier and back to Percy.

[41:34] This is all to avoid the most dangerous sections of Gladstone.

[41:39] If you were driving on the 417 heading west to Bronson, this would be the equivalent of

[41:44] getting off at Metcalfe, heading north, taking Laurier west, and then taking Bronson south

[41:49] to rejoin the 417 westbound.

[41:52] It sounds ridiculous, but my family does the bike equivalent of this detour almost daily.

[41:58] I consider myself to be an experienced urban cyclist, and I go out of my way to avoid

[42:02] biking on Gladstone as much as possible.

[42:06] When my family does decide to bike along the stretch of Gladstone with our daughter in

[42:09] tow, we do so in a state of hyper vigilance.

[42:12] This isn't paranoia.

[42:14] This is based on real experience, too many close calls with dooring, with close passing, with

[42:20] cars that are running stop signs, or rushing to make a red light or a right turn.

[42:25] My husband was right hooked a handful of years ago at the intersection of Gladstone and Rochester.

[42:30] That's the same intersection where cyclists was seriously injured by a right turning truck several years ago.

[42:35] Fortunately, he got away with just a few scratches.

[42:39] I am anxious about what our future as a car-free household looks like if this project does not go ahead.

[42:44] Our daughter will be attending the New French public school near plant in a few years.

[42:49] How will we manage drop-off and swimming lessons when she's old enough to ride her own bike?

[42:52] bike. As things currently stand, I cannot imagine taking a small child on a bike on Gladstone

[42:58] Avenue without safe cycling facilities. If short east-west trips cannot be done safely

[43:03] by bike, we could very well end up being one more car on the road, stuck in traffic, and

[43:07] looking for parking. Before wrapping up, I have mostly talked about Gladstone, but I want

[43:13] to briefly mention that the addition of a contra-flow lane on Gilmore will be hugely beneficial

[43:17] to my household, and will make it easier to connect to existing bikeways to thumbs up

[43:21] for that. In closing, I want to reiterate my support for the Gladstone Gilmore bikeway

[43:27] and I encourage the committee to approve the recommended cycling infrastructure improvements.

[43:32] Lastly, as someone who resides off of Gladstone, East of Bronson, along the stretch that will not be

[43:37] getting cycling facilities under this project, I hope that this is the first step towards making

[43:41] all of Gladstone safe for cyclists of all abilities. Thank you very much for your attention and I'd also

[43:46] I'd also like to thank Councillor Trostor for her advocacy and support for this project.

[43:51] Great. Great delegation. Councillor Fraude.

[43:54] I just want to thank you so much for your delegation. My daughter is now 14 and riding on her own on Gladstone, which is terrifying.

[44:01] Yeah, she went to the Gladstone Theater for a summer camp, but I insisted on riding a certain stretch of it with her to make sure she would be safe.

[44:08] And that visceral fear when you are carrying your child on your bike is an experiential,

[44:15] You sort of come to the light moment when it comes to cycling safety, so I really appreciate

[44:21] your advocacy and to be very clear, this would not have been advanced this quickly without

[44:26] community advocacy.

[44:27] It was a direct result of the rally that happened in June 2023 after a woman was seriously injured

[44:33] in the exact same accident that your spouse had, so I'm glad he's okay.

[44:38] Thank you so much.

[44:41] Great. Thank you for coming in. Next, delegation is Marco Madrid, Marco. Oh, online. Okay. Great. We'll

[44:53] just bring Marco into the room and then set him up.

[45:00] We can hear you. You have five minutes. The floor is yours. Perfect. Hello there. My name is Marco and I'm a resident of center town. I've lived in the area for about five years at this point and like others, I've mentioned that I don't want to be able to. Well, I'm a bike and for the vast majority of my trips, although I do also walk and take transit and even use a car when those make sense for my trips. I want to start out by saying I appreciate the work that wanted to try and create the safer street on Gladstone as it's one of the worst streets I currently have the displeasure of using.

[45:30] I do think this would be a significant improvement over the current

[45:32] class fund, but I also can't help but feel that we don't want to push the

[45:35] envelope too much whenever it comes to safety for improvements for cyclists.

[45:39] This project is fairly good in the vacuum but taken with the recent news about

[45:42] Ken Street cycling lane being fully removed. It leaves me feeling like we will never

[45:45] make meaningful progress towards safer streets in my lifetime. I also think the

[45:49] city needs to be more willing to do quick fixes to streets similar to what

[45:52] they're doing here without waiting for full rebuilds of a road. Some of these

[45:55] streets won't be changed for decades, but that's a choice that we make and that

[45:58] doesn't have to be that way.

[46:00] Personally, my experience was on an extremely negative.

[46:03] My partner and I have been using it for quite a while

[46:06] until we've had multiple instances of coming

[46:08] with an interest of cars hitting us

[46:09] before we decided to just never use the road again.

[46:12] Like the e-premise delegate, we often

[46:14] go well out of our way to get to where we're going,

[46:17] often going up Ocon or all the way to Laurier

[46:18] and then going back basically down south on other local streets.

[46:26] Much of the language in these reports

[46:27] is casual trying to make sure that nobody else has changed anything about their habits in order to ensure safety for vulnerable road users.

[46:34] We saw that parking was supposed to be fully removed, but then added back because it might be slightly inconvenient for someone to have to walk a little bit extra to get to where they're coming.

[46:44] We almost completely write off changes simply due to the fact that it might slightly inconvenience someone in a vehicle.

[46:50] To me, this indicates a mindset with which we approach these projects, which severely hamper

[46:53] our ability to actually make meaningful progress.

[46:56] I hope we can work towards a shifting mindset to allow the design of safer roads.

[47:01] Often, when people talk about how great cycling is in Ottawa, they totally point to the amazing

[47:04] work that has been done by the NCC to connect much of our city with fully separated and safe

[47:08] bike paths.

[47:08] The important reality is that the same thing can be said about the rest of our city infrastructure.

[47:13] The NCC pass, like the river pathway, the pathways along the canal, the experimental farm,

[47:17] and more amazing connections for people cycling,

[47:20] but they're often not ideal

[47:21] because they, while they may be beautiful and separated,

[47:24] they often don't lead you directly to where you need to go.

[47:27] And as anyone taking transportation or transit,

[47:30] you know, one of the most important things

[47:32] is getting to the destination they wanna get to.

[47:35] Gladstone has the potential to do exactly that,

[47:37] but instead cyclists are forced to reroute elsewhere.

[47:40] Because these paths are almost always never safe

[47:42] and direct to where I need to go,

[47:43] out in a way adding an extra 30% to 40% extra time in length

[47:46] to my commute or getting their faster, but risking severe injury or death. Even if they take

[47:51] the detour, I often still have to end up on dangerous roads for some part of my trip. The

[47:55] constant rerouting alongside streets, such as what's seen here in this proposal, his emblematic

[48:01] of a city that doesn't take safety of a vulnerable road user as a priority of theirs. It seems like

[48:06] we can never fathom a world where someone driving might be slightly inconvenienced and that it

[48:11] must always be the vulnerable road users that have to be inconvenienced to maintain the status quo.

[48:17] The report indicates that the goal is to have a connection going east-west from West

[48:21] or Preston to east of Elgin.

[48:22] How it argues connection should be one continuous route rather than a winding path along multiple

[48:26] different roads.

[48:28] Drivers would likely lose their mind if they had to constantly reroute every couple blocks

[48:31] just to get through their neighborhood, but we find that perfectly acceptable for cyclists.

[48:35] I strongly urge the city to eventually continue the bike path or the Gladstone bike path all

[48:39] the way east to Elgin Street, so that cyclists don't have to take detours around multiple

[48:43] dangerous streets to get to where they need to go.

[48:44] I would also get urge you to get to work on this as soon as possible.

[48:49] Looking at the design document, the proposed intersection at Rochester seems to be severely

[48:52] limited in terms of the actual physical productions, opting for mostly paying down the road and

[48:56] why it turned radiuses.

[48:58] For what I can only assume is to allow trucks to make the turn on to Rochester to get to

[49:02] the highway.

[49:03] To me, this seems like a secret point in the plan, we're severely compromising on the safety

[49:06] pedestrian cyclists at arguably one of the most dangerous parts of this whole project, just

[49:14] just so that trucks can have an easier option

[49:17] to get to the highway.

[49:18] If you look at the urban trucking map for downtown Ottawa,

[49:22] there's pretty much the whole area is covered

[49:24] in routes for the trucks to take.

[49:26] So to me, it doesn't seem like we should be compromising

[49:30] on the safety of this intersection

[49:31] just so they have one more connection to the highway.

[49:35] In case you weren't familiar, as was mentioned,

[49:37] downtown has the lowest rates of car ownership,

[49:39] where roughly 66% of people living here don't on the car.

[49:42] And the vast majority of trips are made

[49:43] outside of a personal vehicle. Yet even acknowledging that the actual infrastructure for people outside of

[49:47] the vehicle is pitiful. They're currently only two protected bike lands in all the downtown

[49:51] horror which are on Laurier and O'Connor. And there's only one single bike land that goes east west

[49:56] in the downtown Ottawa. We should be taking every step we can to alleviate this and align the roads to

[50:01] be closer to the people traveling here and how they actually use them. In summary, I hope that the

[50:07] city can one prioritize extending the Gladstone bike lands all the way east to Elgin Street rather than

[50:11] and ending at Arthur Street,

[50:12] and we should not be waiting until the last possible minute

[50:14] to grow work in that area.

[50:17] Two, we should remove the Rochester Street

[50:18] north of highway from the urban trekking route

[50:20] so that the intersection at Rochester can be made significantly

[50:23] safer with actual full protected intersections

[50:26] and have smaller turn radiuses to slow down speeds

[50:29] of car's turning.

[50:31] And three, remove the dozen or so parking spots

[50:33] that are only being attempted to be kept by this plan,

[50:35] instead use a space for elements that would improve the safety

[50:37] and livability of Gladstone such as street trees,

[50:41] narrow roads, wider sidewalks, or anything else like that.

[50:44] Thank you.

[50:46] Thank you.

[50:47] Thanks for your delegation today.

[50:50] Seeing no questions, I will move on

[50:52] to our next delegation, Andrew Douglas.

[50:57] Oh, Andrew's in real life, terrific.

[51:18] There you go.

[51:19] Come in to you on your shirt first before I tell you the rules.

[51:22] I'm in the air now.

[51:24] Yes, you have five minutes.

[51:25] The floor is yours, Andrew.

[51:26] I would like to thank Ariel and Marcella

[51:30] for allowing me to come here and encouraging me, and I have tabled a document with this committee because I'm a strong believer in written documents that speak for themselves.

[51:43] I really ask the members of the committee to read that before they make a decision on going further with the Gilmore crossing.

[51:54] We've heard today that 500 people use Gladstone Avenue.

[51:59] We've heard today from others they want to have a route along Gladstone Avenue.

[52:05] The council, as I understand it, recommended that cycling be facilitated on Gladstone

[52:12] Avenue.

[52:13] We've heard that cyclists don't like to go out of their way.

[52:16] All of that I will describe in detail in the report I sent to you as to why Gilmore is a bad idea.

[52:25] I want you to consider that before we proceed.

[52:29] This project on Gladstone for the protected lanes, there's no argument.

[52:35] Everybody wants a cyclist wants it and it won't interrupt or bother any motorist.

[52:39] But the Gilmore crossing is entirely different.

[52:44] Now, there is no option given to us in this report about facilitating cycling on Gladstone.

[52:54] Facilitating does not have to mean protected lanes.

[52:59] There are also mistakes in the report that say, for example, this large volume of turning vehicles approaching

[53:08] Bronson on Gladstone from the west. That's not true because those side streets, just

[53:15] west of Bronson, ones of dead end and ones only two blocks long. Very few people turn

[53:19] on those streets. So there's mistakes in the written documents that propose this project.

[53:27] That's my position. You've heard it from other cyclists as well, so I don't think I need

[53:33] five minutes. That's sufficient if you can read the document, I submit it. Oh, I did bring my

[53:39] prop so that you won't think I'm an enraged motorist sent by Doug Ford. Thank you very much for

[53:47] your time. Thank you, Andy. Thank you, Andy. I'm very in just a council trust.

[53:51] Yeah, I just wanted to thank you so much for coming. I will have some questions for staff.

[53:56] And what I like to say is that perfect is the enemy of goods. So being able to advance this project

[54:00] Now, when it actually wouldn't have been on the agenda for 30 or more years, is a start?

[54:05] It's certainly not the end though, and you know that I'm like a dog with a bone when it comes to advocacy, so I'm taking what you're saying very seriously, and I appreciate it very much.

[54:17] Thank you so much.

[54:18] Okay, thank you, and reassurance, we do have the document.

[54:21] It's on our drive for reading between whether it's this committee or council, so thank you for coming out today.

[54:27] Thank you for your time.

[54:28] Next up, we have our final delegation, Jacob Hendren, in real life as well.

[54:35] Great. Thanks for coming out, Jacob.

[54:48] Bonjour, good morning, Councillors. Thank you for having me this morning.

[54:53] Would you believe me if I told you that Ottawa was one of the best cycling cities on the continent

[54:58] when it comes to one particular metric, the intersections? Montreal is a better cycling

[55:03] say than Ottawa, there's no question. But Montreal cyclists are envious of our protected

[55:07] intersections. It's a fantastic policy. It's also really great that the policy is to consider

[55:12] cycling automatically whenever a road is up for renewal, whatever sewers are to be replaced.

[55:17] I think has made, has helped us to avoid some of the kind of vitriolic backlash that you see

[55:22] in other cities like Toronto, for example, didn't the news lately. So I think that's a very good

[55:27] policy. I think we should be very proud of what we do have and the protected intersections are really

[55:32] great. I think this project kind of falls short of that, especially the part that's east

[55:38] of Arthur Street. But to be clear, it's a good project that should be advanced, and it's

[55:45] great that it's being advanced at this stage instead of later. But I just have a few concerns

[55:51] that I wanted to address. In the revised document, there's now a bus stop in the middle of the bike lane

[55:58] on Gladstone, just west of Arthur Street. It was moved from east of Arthur Street into the

[56:05] bike lane, where it was previously east of the bike lane, so I'm confused about that.

[56:12] I think the design of front of course of Italia is unfortunate. I don't really understand

[56:17] how it happened that the outrain was closed for five years, and the station was being built,

[56:22] and cycling wasn't considered then when it would have been a great opportunity to add

[56:28] protected lanes on that part of Gladstone at that time, but it's okay.

[56:35] I think one of the previous delegates mentioned that the two, actually both of the protected

[56:40] intersections, the one at Rochester and Booth have been slightly diminished in their protection

[56:47] in the new revised document versus the original one.

[56:53] I assume to coordinate truck turns, but of course the Bronson connection, I understand

[57:03] the signal thing that's very good, however there's inevitably going to be drivers who run

[57:09] red lights who make illegal turns.

[57:10] I think there's also going to be cyclists who are confused and who either continue down Bronson

[57:15] without realizing you're supposed to turn off, thinking they saw one share of that said

[57:19] it's safe, so okay I'll just keep going down Bronson, which is a bad idea. And so I don't

[57:24] think it's ideal. I don't think it is very all ages and abilities for bike infrastructure.

[57:29] So I just wanted to kind of put in the record. I'm glad to hear that there seems to be a will to

[57:35] improve this further going forward. So I just wanted to have a few ideas that I wanted to make

[57:41] sure get put in the record. I'm assuming that we'll all have been considered. But I look at the

[57:46] late, the Bronson and the Gladstone intersection. I saw in the, what we learned of report that

[57:53] that's identified as being too narrow to make it protected now, but I noticed there's an empty

[57:59] lot, a gas station with a fairly large lawn between the gas station and the roadway, and

[58:04] making that park with again a fairly large buffer zone between the fence park and the roadway.

[58:10] So I'm thinking it would be, it would make a lot of sense for the city to look into acquiring tiny

[58:15] little slivers of those three properties to make the intersection just wide enough to make it

[58:20] protected. And I think that should be done now before something gets built on that empty lot.

[58:24] If you look at it on a map, it's kind of like, it's not a straight line. And I think that would

[58:29] be very wise for the city to look into acquiring that card of piece of land as soon as rather than

[58:34] later to be able to build, to make that intersection protected like so many other intersections in the city

[58:41] are. I understand that Toronto, as a way to get to kind of circumvent Bill 60, has looked into

[58:48] narrower traveling vehicle lanes. I think that should be considered as well. I'm not sure if

[58:55] that has been considered or not, but that seems like a wise idea.

[59:01] I think the fact that 10 parking

[59:04] spaces have been able to be sort of conjured out of thin air in the new Revive Report,

[59:11] I do think that something similar could probably be done to find ways to extend the

[59:17] bike lanes further down glass. I would say something worth considering is taking advantage

[59:22] of a wonderful asset that we have called McNabb Park. Why wouldn't it be possible to have a multi-use

[59:28] path through the park? If we get the bike lanes just to Bronson, people could use the park to get to

[59:34] you know, to get to the part on Gilmore, I'm from Halifax and in the Halifax AAA Network,

[59:41] we have the Dartmouth Common has that, right? It has a multi-use path through the park. So those

[59:46] refuse suggestions. I do think the stock consolidation is good, so there are some good things

[59:51] that the project, but I just want to put in a record these suggested improvements going forward.

[59:56] Yeah.

[1:00:00] Let's go there recently for a meeting and I'll tell you. They've got some cool cycling out there too. Councillor Crossor. Yeah, thanks so much. That's a good suggestion to make Mcnav Park. It does get really tricky. There are so many trees in that park in their very valuable community. But it's certainly something to think about and a tricky part on the other side of the Bronson to is there's a lot of row housing with street parking permits where they don't have any parking of their own and no access through the back, right? So that's the difficulty with retrofitting like a historical road, but I'll have some questions for staff to clear.

[1:00:29] five, some of your suggestions, and I really appreciate you coming out today. Thank you.

[1:00:34] Thank you very much. Thank you. Thank you. So we'll go to questions to staff at this point.

[1:00:40] Councillor Troster. Thank you so much. First of all, I want to thank you so much for all your work on

[1:00:44] this project. It's been astronomical and also the mayor's office and John Light who's here. This has

[1:00:50] been a really tricky project. So just to be clear, do we have a sense of what it might cost

[1:00:59] If we were to try to extend the bike lane entirely along Gladstone, do you have a ballpark figure because right now this project is coming in around $5.9 million?

[1:01:09] I don't have a ballpark figure for extending it further east.

[1:01:12] I think our biggest challenge is just the constraints along the corridor, like at Bronson, where we don't have land to be able to get bike lanes through there.

[1:01:22] We would have to purchase land and that would be very expensive and that we would foresee

[1:01:26] that happening at several of the intersections along the rest of the class don't go and

[1:01:30] use through a center town.

[1:01:32] We'd have every similar issue where we would have physical constraints within the right

[1:01:37] away and we'd have to either purchase land or an entire building just given the built-up

[1:01:41] nature of the corridor.

[1:01:42] I can just speak to the fixes we're making right now at Lorrie and Algan that have taken

[1:01:46] way too long.

[1:01:47] We had to negotiate with both the federal and the provincial government because there's the

[1:01:51] the courthouse on one side and confederation park on the other and added an extra year and

[1:01:55] a lot of money to the project just to be able to like deal with those slivers of land.

[1:01:59] So thank you for that.

[1:02:00] Could you please explain to me how the signal timing is going to work for the jag on to

[1:02:03] Baronson because my understanding is that cars will not be interacting with cyclists?

[1:02:08] Yeah, so for those who aren't aware, we're moving cyclists by a Christy street where there's

[1:02:17] existing signal and then Gilmore Street where we're going to add a new signal at Bronson.

[1:02:23] And there's about 30 meters between those two streets so it will require cyclists to ride on a

[1:02:26] short section of Bronson. So the signal timing will be designed to minimize interaction between

[1:02:32] cyclists and drivers on Bronson and the way we'll do that is by having a red light show for Bronson at

[1:02:40] both of those signals. So traffic will not be moving on Bronson when Christie and Gilmore will see a

[1:02:45] allowing cyclists to proceed on both of those streets from one to the other during that time when cars on Bronson are not moving.

[1:02:53] In addition, our intent is to allow the leading signal on Bronson to start earlier to make sure that if any cars get caught between the two signals on Bronson,

[1:03:03] that they're allowed to proceed and get out of the way of cyclists and allow cyclists to complete that turn from one street to the other.

[1:03:10] And I assume you'll be monitoring it after it opens to see if there's.

[1:03:13] Yeah, this all have to be confirmed at detailed design of course, but yeah, we will monitor it to see exactly how that's working and what additional measures might be needed.

[1:03:22] Okay, can you explain this bus stop in the bike lane situation or where the bus stop was moved to and how you'll ensure cycling safety there?

[1:03:30] Yeah, so there's currently a bus stop on Gladstone going westbound just east of Arthur.

[1:03:36] As part of this project, OC Transport requested that that move west of Arthur because their general policy is to have what we call far side bus stops.

[1:03:47] So it's on the far side of the intersection.

[1:03:50] Unfortunately, there's not enough space to provide our preferred design of how that bus and bike bus stop and bike infrastructure interacts with each other.

[1:04:00] We don't have enough space within the corridor to do that, so the alternative in those situations is to have the bus pull into the bike lane, which we have many other locations around the city where we have painted bike lanes.

[1:04:12] We felt that this was a preferred option rather than having a location where cars might pull into that lane, having buses that only come by every 15 minutes or so is preferred to other vehicles.

[1:04:27] Okay, just a couple more questions.

[1:04:29] So I know, and to be clear, there's a school in this zone,

[1:04:34] there's a workplace, there's longstanding businesses,

[1:04:39] some of which do need to have pickups and drop off.

[1:04:41] So I understand you did a lot of work to allow that to happen.

[1:04:45] But any of the extra parking spots you were able to find

[1:04:48] or add back in, do they compromise cycling safety in any way?

[1:04:50] Do they interrupt the flow of the actual bike lane?

[1:04:53] No, we've taken care to make sure that those parking spaces that we found are located in the boulevard or in a new parking bay or other locations where it won't interact with the cycling facilities.

[1:05:06] Okay, so you're not moving around like park cars in any way? No.

[1:05:10] Okay, great. And just the last question, a concern that I heard was for the contraflow piece on Gilmore.

[1:05:15] are concerned about winter maintenance because we do get a lot of snow and will the Gilmore

[1:05:21] section of this bikeway be given winter transportation, snow clearing priority like the

[1:05:29] Laurier bike lane, for example.

[1:05:31] So our intent is to have both Gladstone and Gilmore added to the winter cycling network.

[1:05:36] However, we do still have to have discussions with further discussions with road operations

[1:05:41] to confirm exactly what that means and what level they will get, so that will be done during the detailed design phase.

[1:05:49] Okay, thank you very much. I'll get back on the list later just to close.

[1:05:53] Thank you for that, Councillor Gower.

[1:05:55] Thanks, Chair. Thank you for the report. I just had a quick question if you could clarify between Preston and the Trillium pathway.

[1:06:03] The reason that bike lanes can't be included there, is that a restriction because of the width, the right-of-way width there?

[1:06:13] Yeah, that's an extremely constrained section where the right-of-way is only, I believe, 14 meters wide.

[1:06:20] And there's also existing hydroboils on one side of the street, so it makes it incredibly challenging to get cycling facilities within that existing right-of-way.

[1:06:29] And avoiding the need to expropriate land or purchase land in an area where we were it's already built up

[1:06:36] We have buildings on both sides of the street. So that is the key driver and why we

[1:06:40] Designed it and made the decisions that we did on that section. Okay. Yeah, I appreciated to the that I think was our first delegation

[1:06:48] mentioned the high speeds along that stretch. So

[1:06:51] Could traffic comming I don't know speed cushions or something be a consideration there in the final design. Yeah, I think

[1:06:58] I think we've heard that from some of the community before, and it is something that we will look at through detail design to see if perhaps a speed cushion or something could be done there to help slow down traffic.

[1:07:09] Okay.

[1:07:10] And I guess just a comment. It's looking at the street grid. It's interesting that Gladstone is the only street that goes from Preston all the way past Elgin.

[1:07:19] Again, there's Gilmore that goes from Bronson to Pastelgan, McLeod would as well, just south,

[1:07:29] but I think Gilmore is the best option given the constraints that you've identified on

[1:07:34] Gladstone.

[1:07:35] So, as the local Councillor said, it's not perfect, but I think it's the best of the options

[1:07:41] available.

[1:07:42] So, thanks, Chair.

[1:07:42] I want to ask, I know this is the design phase presently.

[1:07:53] You talked about potentially, we'd be in a future budget budget.

[1:07:57] What would be the source of funding for those?

[1:08:00] Is this a DC related project or is this come out of the cycling budget?

[1:08:05] It's not an integrated road project.

[1:08:09] What potentially would be the source of funding for this?

[1:08:13] Yeah, would not be an integrated renewal with the exception of tying into the locations

[1:08:18] at Bronson, sorry, at Booth and Rochester, which do have an integrated renewal, so we may

[1:08:22] be able to coordinate with those projects at those two locations.

[1:08:25] But the rest of it would come out of the cycling facilities program budget, which is partially

[1:08:30] funded through DCs.

[1:08:32] Okay.

[1:08:34] So, in the DC, you're using the road budget DC, though, for this project, not like there's

[1:08:39] no cycling DC. It's a road budget DC.

[1:08:42] I don't believe it's through road budget DC. I think it's as dedicated cycling DC, but

[1:08:48] perhaps dead can confirm that.

[1:08:51] Through the Chair, the roads and related services includes a variety of different types of transportation

[1:08:56] infrastructure projects, kind of honor adjacent to roads to support growth. And so the road

[1:09:01] capacity projects are one type of project and the cycling facilities program is also,

[1:09:06] the cycling facilities projects identified in the transportation master plan are also a

[1:09:11] line item within rows and related. There is a sort of finite 10-year budget of the expectation of

[1:09:19] the amount of funding to deliver those projects. And I think just to add on the kind of current

[1:09:27] project is identified in the transportation master plan as one of those TMP cycling projects.

[1:09:33] We don't have another Gladstone project to go to the east at this time, so a new project

[1:09:41] would could be identified in a future transportation master plan to extend that connection as a kind

[1:09:48] of standalone retrofit project the way this one is happening. If an integrated renewal was to occur,

[1:09:54] that would provide a different opportunity.

[1:09:57] Okay, so just to be clear.

[1:09:58] So some of it is the development charge,

[1:10:00] and then other is the infrastructure for cycling,

[1:10:03] which there's projects right across the city,

[1:10:05] and this one would need to be sort of assessed

[1:10:07] against some of the other ones

[1:10:08] that are potentially construction ready at that time.

[1:10:14] Is that how I understand it?

[1:10:17] Okay.

[1:10:18] The recommendation to remove it from the truck network,

[1:10:21] I might understand the impetus behind that.

[1:10:25] I have some reservations about making tweaks like this to the truck plan without looking

[1:10:34] at kind of the system-wide perspective that the trucks need to go somewhere.

[1:10:40] And those people aren't delegating today because potentially they're not aware of what

[1:10:44] the impacts of that would be.

[1:10:46] So I'm wondering if you've looked at what is the impact of taking this truck out of the network

[1:10:53] network out of the truck routes, and what's the impact on streets that, again, people

[1:10:58] not may not have the awareness that this is going to be the situation?

[1:11:05] Yeah, so the section that we're proposing to remove from the truck network is between

[1:11:09] Rochester and Bronson, and on that section, we found there's approximately 15 trucks of

[1:11:14] all sizes per hour that use that, transport trucks, but garbage trucks, other kinds of trucks.

[1:11:21] And for that section, there are also multiple alternative routes.

[1:11:26] So, for example, we have Albert Street, we have Summerset Street, we have Queensway,

[1:11:31] Carling Avenue that are all parallel to that corridor.

[1:11:34] So we felt that there are alternate routes that that truck traffic can be redistributed along

[1:11:40] without having major impacts on any of those corridors.

[1:11:43] Okay.

[1:11:44] Yeah, because again, my concern is that when you do these truck network situations that there's

[1:11:48] impacts in the surrounding area as much as this may be what you consider to be a small

[1:11:54] amount. I think it's always better to look at sort of the truck routes by looking at

[1:11:59] the system overall. So thank you for those answers. Appreciate it.

[1:12:05] Thank you, Councillor. Councillor DeBio. Thank you, Chair. So definitely thank you to the

[1:12:12] mover for bringing this and to the delegates for advocating for it. I certainly am interested

[1:12:18] I was at that demonstration two years ago on Gladstone, and I recognize the strong community desire for it.

[1:12:24] I just have a few questions, and none of them are to question my support for the project.

[1:12:30] I do appreciate the consideration given in what I assume is just a proposed pre-design concept, or, and I may have that wrong.

[1:12:40] But I appreciate the consideration given to parking, and I think I remember you mentioned that yes,

[1:12:45] you're losing 11 spaces out of 28 on Gladstone specifically, but you're proposing to add 30 spaces

[1:12:53] on side streets. I think I remember that, and I do appreciate that. For the 11 spaces that

[1:12:59] may be lost on Gladstone, are those spaces paid parking? Two of the spots that are being lost

[1:13:07] on Gladstone are paid parking, so those are the ones that are closer to Preston Street,

[1:13:11] and the rest of them are in non-paid parking areas.

[1:13:14] All right.

[1:13:16] For the 30 proposed, if I have that correctly,

[1:13:18] for the 30 spaces you're proposing on side streets,

[1:13:21] would any of those be paid parking

[1:13:23] or could any of those be paid parking?

[1:13:26] I don't believe any of those would be paid parking, no.

[1:13:29] So they would not be but could they be?

[1:13:31] And I'm just trying to see if there's a net,

[1:13:33] if demand is there.

[1:13:35] The reason I'm asking is because I know

[1:13:37] that this project has a cost to it.

[1:13:39] And in addition to, I appreciate that you're, you know, you have a net gain of parking from losing 11 and adding 30, and I'm wondering if through, you know, making those revenue sites, there might be a net gain in terms of revenue as well.

[1:13:52] So this may not be a question for you, but for those 30 additional spaces, would you be able to even anticipate now that there could be enough demand for those that those could be parking space?

[1:14:02] Yeah, just before you go to the ICD view over here, and I already know what the answer is probably going to be parking revenue goes into a parking

[1:14:08] You can't mix all these things in our house parking revenue for this project just revenue in general. Yeah, well again

[1:14:15] I'll let staff speak here, but they're gonna tell you straight up the parking is its own separate bucket, but I can already read mine's on this one

[1:14:26] Hopefully I'm aligned with your your mind reading the so the city does have basically its municipal parking strategy

[1:14:32] that's basically approved by Council, so that's really the guiding document around how we manage

[1:14:38] basically paid parking and paid parking revenues all go towards that reserve. So at this point,

[1:14:45] I don't think it's about trying to move the parking spots to somewhere else because we have to be

[1:14:49] able to still meet the intent of the policy in terms of why we have paid parking in the first place.

[1:14:55] And again, I was not asked.

[1:15:00] This is a project just about whether or not that could be a, you know, a corollary benefit that there could be additional revenues from it. But I'll leave it at that.

[1:15:10] Forgive me for asking, if this is on the TMP project list, but this is being advanced as a prioritization. And maybe this has been asked before I may have missed it. Would there be any projects that would be bypassed by elevating this in terms of priority?

[1:15:28] No, both of these projects were already included within phase one of implementation, so that first phase, so we're already intended to be prioritized in the way they are.

[1:15:37] Thank you, and then my last question. On the truck route question, just a bit of a follow-up to my colleague, Councillor Derocia's question.

[1:15:45] I think I heard you mentioned that for the section that would be removed from the truck route, there would be, I think you said 15 trucks per hour of different sizes.

[1:15:52] I don't know enough about whether or not that's a high volume of trucks per hour, is it?

[1:15:58] I think we would consider that to be a lower number for some of the other truck routes in the city.

[1:16:04] Okay, but in support of the concern that Councillor Deroche raised about, you know, the impacts of that

[1:16:12] rerouting, I assume there would be, if you were to remove that from the truck route, there would be a

[1:16:17] re-designation of truck route for that. You mentioned that there are alternatives, but

[1:16:22] your design would not yet have a proposed re-designation of the route, would it?

[1:16:30] And perhaps, I'm not sure if I understand the question, but you mean like, would we do

[1:16:34] changes to some of the other truck routes that already exist?

[1:16:37] No, I beg your pardon. If, as part of this project, you would be removing a section of blocks

[1:16:42] from the truck route. I assume you have to redirect them somewhere. And so, with this

[1:16:48] This project at this stage already be proposing what that redesignated route is, or does that come down the road?

[1:16:54] No pun intended.

[1:16:54] So we would, when this project moves ahead, and if we were to remove that truck route, we would change the signage along the corridor to indicate that it is no longer a truck route, and then it various junctions along the way trucks would be informed of that, if that's kind of what you're getting at.

[1:17:11] Yeah, that is, I don't need to know what that proposed adjusted route is.

[1:17:15] It's not that.

[1:17:16] Can you anticipate that by re-rooting that route a little bit, that there would be significant

[1:17:22] impacts to the ability of those trucks to deliver services and or goods in a timely fashion?

[1:17:28] Or would this be a minor impact?

[1:17:30] I think we consider this to be a minor impact.

[1:17:32] All right, thank you, thank you very much.

[1:17:34] Thank you, Chair.

[1:17:35] Thank you.

[1:17:36] Councillor Johnson.

[1:17:38] Thank you very much, Chair.

[1:17:39] So I'd be really interested in understanding we've had a couple delegates ask about

[1:17:44] expropriation of lands for active transportation or for intersection redesign and I recently have

[1:17:51] gone through a project in my more ward where we did choose to expropriate land in order to create a

[1:17:57] protected intersection. Can you help me to understand how the city determines when they do and do not

[1:18:04] expropriate land and where the money comes from because it certainly could be a nice to have idea.

[1:18:10] But I don't know whether, like I don't know much about it, could someone offer me a little education

[1:18:15] about how simple or how complicated it is to expropriate land? And maybe it's different word-by-word.

[1:18:21] I don't know. Maybe it's way more expensive downtown than it would be around where I am.

[1:18:27] And what's the legal ramifications of it? I think it's something we hear about with residents

[1:18:32] It's quite often and maybe we could offer a little peak behind the curtain because it's not simple, but it could be really beneficial in a lot of cases.

[1:18:41] So the city does acquire land for transportation projects through a variety of means.

[1:18:47] One of the main ways we do that is through development.

[1:18:49] So when development happens, we are able to get slivers of land along the road that we might need through that process.

[1:18:56] So that's one way and then in some cases where we haven't been able to do that and we still need to proceed with the project, we would resort to expropriation, but usually that's kind of a last resort.

[1:19:08] So, for example, on the bank street project through Councillor Brockington and Minard's ward that involved some expropriation, but because there were no other alternatives to rebuilding the road in that area.

[1:19:21] Through

[1:19:25] the chair, I would just add that as part of transportation project planning, it is a project by project kind of review of how to achieve the project objectives.

[1:19:35] And so for different different types of in with a general objective to work with within city property wherever possible.

[1:19:43] There are also significant differences between sort of purchasing or expropriating a small sliver of land along a frontage versus if the amount of land that is needed is going to significantly impact.

[1:19:54] the parcel that we are needing land from, that's a much bigger challenge, and when we would try to avoid wherever possible.

[1:20:05] And I think the Common Sun Gladstone being a constrained corridor with properties, kind of the actual building, fairly close to the property line, makes it much less likely that we'll find those kind of small helpful slivers that can be acquired.

[1:20:17] and I'll certainly add from my experience the expropriation of land then becomes a legal matter and legal life operates in a different time and space than other priorities at the city of Ottawa.

[1:20:34] And so there's often I would expect some kind of evaluation to be made there in terms of the expediency of the project versus the negotiation in expropriation.

[1:20:43] At least that's what I've witnessed in my four years.

[1:20:47] Things move a lot slower than I had first imagined.

[1:20:50] So thanks for the opportunity because I think, yeah,

[1:20:53] from a resident perspective,

[1:20:54] it does seem quite straightforward

[1:20:55] to just be able to, you know, add this much value

[1:20:57] for this much land.

[1:20:59] But when you come into illegal negotiation, unfortunately,

[1:21:02] you relinquish a great deal of control

[1:21:04] in terms of the transportation planning team.

[1:21:07] And that's not always desirable

[1:21:08] for when we're working with urgent needs like these.

[1:21:11] So thank you.

[1:21:12] Good. Thank you, Councilor Yeager. Correct. Governments at a glacial peace, lawyers that are

[1:21:17] snail's peace, no disrespect, taffy. So it's a very different world. Councilor Lowe.

[1:21:23] Thanks, Chair. Some of the comments, actually, one of the comments that were raised was about the

[1:21:28] bus stops at Gladstone and Arthur, and I guess Bell going the other way, has consideration been given to

[1:21:35] to essentially raising the bike lane through the bus stop?

[1:21:43] Yeah, through the chair.

[1:21:45] At four of the locations where there are bus stops on the corridor,

[1:21:48] we are doing exactly that.

[1:21:49] We're upgrading the bus stop so that the cycle track,

[1:21:52] the bike lane cycle track goes behind the bus stop,

[1:21:55] and it's raised above the road grade to try to minimize that interaction

[1:21:58] between bus customers and cyclists.

[1:22:02] However, the one at Arthur Street, we simply don't have enough space within the right

[1:22:06] of way to do that because there are certain guidelines that we have to follow.

[1:22:10] So that's why we've had to go ahead with the alternative route of having the bus stop

[1:22:14] in the bike lane.

[1:22:16] Okay, so then the follow-up question of that is these bus stops are, so the bus stops at

[1:22:21] Bronson, Arthur, Slashbell, and Preston, right, are 200 meters or so apart each, and in most

[1:22:31] of the many of the other communities, including my own, like we're told that we have a standard

[1:22:36] of 400 meters or so per bus stop. So how, I guess the alternate here, and if it's been, I don't

[1:22:43] know if it's been considered, would be to remove the bus stop so you have stops at Bronson and then

[1:22:47] and Preston, both, sorry, I'm looking at the map now, both, has that been thought of?

[1:22:56] And do you have any comments on that in general?

[1:23:01] Through the project we did work with OSE Transpo and discuss exactly that with them,

[1:23:06] whether there's an opportunity to remove stops, to improve service.

[1:23:10] And OSE Transpo did agree to removing two of the stops,

[1:23:14] So one in each direction at Rochester because between Rochester and Booth, it's only 125 meters, so they agreed to consolidate those stops, which will help to improve transfer reliability through that section, but they did not identifying other ones for consolidation.

[1:23:33] I know we're sort of in a functional design stage right now and this is far from the community

[1:23:40] I represent, but I'll sort of just throw that in there as something to consider as an alternate

[1:23:46] if the bus stop stopping in the bike lane is truly a major concern there.

[1:23:51] Thank you.

[1:23:54] Great.

[1:23:55] Thank you.

[1:23:56] And seeing no further, we'll go to wrap up with that Councillor Troster.

[1:23:59] Thank you so much, Chair.

[1:24:00] So I want to take you back to June 2023 where I woke up to the horrible news that a cyclist had

[1:24:06] been very seriously injured after being right hooked by a truck at the corner of Gladstone and

[1:24:12] Rochester. The community got to work and rallied and within a couple days had a huge rally demanding

[1:24:19] cycling safety on Gladstone Avenue. And that day I met a woman named Nicole Grindell, whose son

[1:24:28] Jean-Pierre Moran was struck and killed by a truck in the exact same kind of accident

[1:24:34] at the exact same intersection in 2022. And as we heard from one of our delegates today,

[1:24:42] there have been many accidents between trucks and cyclists. A lot of them near misses in this corridor.

[1:24:48] Gladstone Avenue is a corridor that's impossible not to use when you're on a bike,

[1:24:53] especially to access at least two elementary schools.

[1:24:57] There's Algan Street Public School just at Gilmourne,

[1:25:00] Elgin, and then there's Louie's Arbor Elementary School,

[1:25:04] plus there's Plant Bath for swimming lessons.

[1:25:07] And as you heard, nearly 50% of the residents

[1:25:09] in this neighborhood do not have a car,

[1:25:12] and they get around the neighborhood other ways.

[1:25:14] We're also expecting seven to 10,000 new residents

[1:25:16] to be moving into this neighborhood,

[1:25:18] largely living in low or no-car buildings, including a lot of Ottawa community housing.

[1:25:26] So the urgency of this project cannot be overstated, and thanks to the community advocacy

[1:25:31] in June 2023, I was able to bring a motion to this committee that was passed unanimously

[1:25:36] and also by Council to accelerate cycling safety along Gladstone and to as much as possible

[1:25:44] remove the trucks from Gladstone.

[1:25:45] So, this is a huge victory of community advocacy.

[1:25:49] I agree with all of you.

[1:25:50] I would like to see this lane be a straight shot,

[1:25:52] go all the way to Elgin Street.

[1:25:54] I've been told that could take 35 years

[1:25:57] if we were looking at sewer renewal

[1:26:00] and could cost millions and millions of dollars

[1:26:02] if we were looking at land expropriation.

[1:26:04] And so, given the choice between waiting that long

[1:26:07] or advancing safety as much as possible now,

[1:26:10] my advocacy and the community's advocacy has been,

[1:26:13] let's do this now.

[1:26:14] But let's be clear, accelerated, it still took three years to bring this plan to committee.

[1:26:19] So I don't even want to think about how long it would have taken without that community advocacy.

[1:26:24] So this has been a really tricky project.

[1:26:26] I want to thank City staff, I want to thank the community, I want to thank the mayor's office.

[1:26:30] I'm really proud of where we are now, but it's definitely not the end.

[1:26:36] I know I will continue to advocate for more connections to our grid.

[1:26:40] And I will just say, we are very lucky in many ways that this project comes in just under the line of Bill 60 restrictions.

[1:26:49] There are other cycling projects that my office was working to advance, including Kent Street and Albert and Slater,

[1:26:54] that are now on hold indefinitely because provincial legislation is making it illegal to build them.

[1:27:00] But this is something we can do, it's something we can do relatively quickly.

[1:27:05] And like some of our delegates who came today, I share the visceral terror of what it's like to cycle with your baby

[1:27:10] be on the back of your bike.

[1:27:11] It really makes it clear where the gaps in the network are,

[1:27:14] and we shouldn't be having to risk our lives

[1:27:16] to get from point A to point B.

[1:27:18] So I'm really hoping we can all support this project today,

[1:27:21] and I will continue to work with the community

[1:27:23] to make it even better in the future,

[1:27:26] and to ensure that we can all get around safely

[1:27:28] in our neighborhood no matter what mode of transportation we

[1:27:30] is.

[1:27:31] Thank you.

[1:27:34] Great.

[1:27:35] Thank you very much for the wrap up.

[1:27:37] Thanks for your hard work.

[1:27:37] Thanks to staff.

[1:27:38] I think you pointed out many of the shifting landscapes

[1:27:41] So we have right now under the provincial government.

[1:27:43] So it's almost take the win now, why can we call the win these days, I guess.

[1:27:49] So on that, is that item carried great?

[1:27:52] Thank you.

[1:27:53] Can I just dissent on recommendation to dissent on recommendation to please?

[1:27:57] Thank you great noted so move along to our final item which the IPD vice chair kits.

[1:28:06] Did you must be to this?

[1:28:08] Yes, thank you very much chair.

[1:28:10] I just wanted to start by saying thank you to staff for taking this on, and particularly

[1:28:17] for being willing to look at how we can make some real changes to how we approach growth

[1:28:23] in our communities.

[1:28:24] I, you have to indulge in a little bit.

[1:28:26] I was reflecting quite a bit on this term last night as I was getting ready to send my final

[1:28:32] newsletter as I know many of you were as well, but in the first half of the term, I felt

[1:28:38] very unheard on some of the issues I was raising on behalf of my community but really on behalf of

[1:28:46] high growth suburban communities across the city. And I think we have become so focused on

[1:28:54] building units that we lost the plot a little bit on what it means to build a community. And you've

[1:29:01] all heard me say this 100 times. So I'll spare you the full speech today. But I do think that there

[1:29:08] is something important in the changes that are being proposed here.

[1:29:12] I continue to believe that road and network capacity should be a legitimate consideration

[1:29:19] when we are deciding how quickly and where we will allow development to proceed, but

[1:29:24] I do recognize that under provincial legislation, that's not a tool that the city has, and maybe

[1:29:30] that's something I will have to take up with the province, but I am genuinely grateful to staff

[1:29:35] for focusing on what is within our control.

[1:29:39] And I don't feel unheard anymore.

[1:29:41] I feel like there has been real cross departmental

[1:29:45] recognition that something needs to change

[1:29:47] in how we approach growth in these rapidly building communities

[1:29:52] and that we can't continue to build houses first

[1:29:55] and then wait for the infrastructure.

[1:30:00] Before figuring out how to solve them. And so something that seems relatively small, like being more proactive about intersection signalization is actually a really significant change. Historically, we would wait for warrants to be met for an intersection to become increasingly unsafe. And then start a year's long review process followed by a year's long design process followed by a year's long construction process. And in the meantime, families are living there.

[1:30:29] kids are walking to school, people are trying to get to transit, people are trying

[1:30:34] across the road and leaving those intersections in that state for years could

[1:30:39] have devastating consequences. So while this may look like a relatively small

[1:30:44] change on paper, I think this is going to have a tremendous difference for

[1:30:49] communities. And so you know this is some of the the quiet work that doesn't get

[1:30:55] reported on by the media, it's not the sexy stuff, but it's the work that I think

[1:31:01] actually makes it a huge difference in people's everyday lives. So I wanted to

[1:31:06] thank staff for taking the motion seriously for doing the work and for making

[1:31:11] these changes. I think more to come on that, but more than that, I just wanted to

[1:31:16] thank you for hearing me and for hearing the communities that I represent.

[1:31:24] At the

[1:31:24] like we were having this conversation

[1:31:26] and today I feel like we are.

[1:31:28] So that, to me, represents a very meaningful change

[1:31:32] and it's something I'm very proud of.

[1:31:33] Thank you.

[1:31:34] Thank you, Vice Chair Kits.

[1:31:37] And I find sewers and water sexy.

[1:31:39] So it's kind of different folks for different folks.

[1:31:42] Councillor Dhrough.

[1:31:42] Oh, thank you, Chair.

[1:31:44] I just want to validate the concerns

[1:31:47] and the observation of Councillor Kits

[1:31:48] and Commander for the work she's been doing.

[1:31:51] And I think as a collective,

[1:31:52] we have been saying this Chairman Council that we need to be more nimble in a lot of our processes

[1:31:58] and especially the growth projects because as Councillor Kitt says we are building massive

[1:32:04] communities. We've pressed the easy button to build suburban development but the gaps in infrastructure

[1:32:12] and services has really increased and there's a great deal of excitement when we approve our master

[1:32:18] plans, and we go to the community and say we're doing this, and we wait. We wait because

[1:32:24] of environmental assessments, we wait because of design, we wait because of real estate.

[1:32:31] All of these conspire to have these projects move at a very slow rate, so I'm very

[1:32:37] encouraged as well by some of the work that staff have been doing to find a way to accelerate

[1:32:41] these projects through procurement. It took the return to work to really boost a couple

[1:32:47] projects like the Boseville Park and Ride expansion and that go and build it just do it attitude needs

[1:32:55] to be sustained going forward so that we can build these complete communities that have homes but

[1:33:02] also have the infrastructure and that's what I tell residents in the community, Mr. Chair,

[1:33:06] there's a lot of push on us to build homes, but the infrastructure has to come with it as well.

[1:33:11] And I think we're on the track to do that now. Thank you, Mr. Chair.

[1:33:15] Great.

[1:33:18] Thank you very much for that. So that completes the discussion on the IPD. So, do we receive that?

[1:33:26] Thank you. So we'll move on to notice the motion. We have none. We dealt with Councillor Dudasza already. So we do have inquiry though.

[1:33:39] Councillor Loughle.

[1:33:44] Oh, Councillor Johnson first. Apologies.

[1:33:45] Yes.

[1:33:47] Residents are very concerned about the perceived lack of coordination between city of Ottawa construction projects as well as with projects managed by third parties like power and telecommunications utilities and projects managed by seniors levels of government,

[1:34:00] such as MTO, other levels of government, such as MTO and the NCC.

[1:34:05] My office has been informed many times that city project managers were unaware of other city or third-party projects until we brought it to their attention.

[1:34:14] Lack of coordination is costly to the city because of the need to implement last-minute solutions like traffic calming notifications and even duplicated work like repaving.

[1:34:22] The city formerly used software used in Vista to help manage some projects and is now developing the application of the land management software as part of an update to the municipal application partnerships software.

[1:34:32] This rollout of LMS and MAP is apparently not complete.

[1:34:37] Number one, what year did the city stop and why did the city stop using Invista for the coordination of construction projects?

[1:34:43] Number two, what processes are in place to coordinate construction projects across city departments to minimize impacts on traffic?

[1:34:51] Number three, how do city departments coordinate with external partners such as utilities and other levels of government to align construction activities?

[1:34:58] Number four, what technologies are currently being explored to improve the construction

[1:35:02] coordination process and when will they be implemented?

[1:35:06] And number five, what gaps have staff identified that need to be addressed to improve coordination

[1:35:11] of internal and external construction projects?

[1:35:14] Thank you.

[1:35:15] Great.

[1:35:16] Thank you, Councilor.

[1:35:17] And forgive me.

[1:35:17] Now we'll go to Councilor Lowe.

[1:35:20] Thank you, Chair.

[1:35:23] Okay.

[1:35:24] Across the city, newly signalized intersections typically receive a basic set of signals with

[1:35:28] no turning signals.

[1:35:29] Often, these intersections eventually require retrofits as traffic volumes increase with community

[1:35:34] growth or even changes in traffic patterns.

[1:35:36] Some retrofits happen years after initial installation, while others happen after a short

[1:35:40] amount of time.

[1:35:42] 1.

[1:35:42] What is a total cost of a basic set of traffic signals with no turning signals along a arterial

[1:35:46] road?

[1:35:47] Assume it's an intersection with a collector's street with good sightlines and no extra considerations.

[1:35:52] 2.

[1:35:53] What is a total cost of retrofitting a basic set of traffic signals?

[1:35:56] same conditions as a first question to include an advanced left signal, three, the cost differential,

[1:36:01] if the basic set of signals included advanced left at the time of the initial installation,

[1:36:07] I guess versus retrofit, four, are there any regulatory barriers to including advanced

[1:36:13] left signals by default for traffic on the arterial road where it intersects a collector street

[1:36:18] or access to a from a major, to a from a trip generator, excuse me, thank you.

[1:36:24] Great. Thank you very much for that, Councillor Lowe. Seeing no other business, we'll go to

[1:36:33] adjournment. And just before I do that, I want to thank the committee coordinator. I know

[1:36:38] there's loads of media in the room right now, so it's going to be difficult, but I just want to

[1:36:42] thank all the staff and my vice chair and this entire committee. We don't always agree on everything,

[1:36:49] but we always have great discussions and come to a consensus on things. So I want to thank you for

[1:36:53] that. And I bid you a great day if there's another meeting required before October 26th we'll

[1:37:01] schedule one seeing that there won't be. This will be the next term of council before

[1:37:06] this committee rises again. So thank you very much.

Public Works and Infrastructure Committee

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